General: Multi Phase Related Procedures

MULTI PHASE RELATED PROCEDURES 4.04.
10 P1
Contents
A340-600 LATERAL FUNCTIONS SEQ 001 REV 07
Flight Crew Operating Manual
GENERAL
The lateral revision function allows the pilot to create or modify the following parts of the flight plan :
– airway
– waypoint
– new destination
– holding pattern
– offset
– alternate
– Fix information
Each time the pilot activates one of the revisions listed above, he accesses to a temporary flight plan
that allows to check the modification before inserting it in the active flight plan. The crew selects these
functions by pressing the left keys on F-PLN A or B.
– Direct to and overfly functions are accessed through MCDU keys. No temporary flight plan is created
with these functions.
– “Update at” capability is a specific function that manually updates the FM position. It does not use a
temporary flight plan, but the pilot must confirm the insertion before it is activated.
VI6 ALL
Contents
MULTI PHASE RELATED PROCEDURES 4.04.10 P2
Contents
TEMPORARY F-PLN (TMPY)

When a pilot makes a lateral revision to the F-PLN, the FMGS creates a temporary flight plan. This is a
copy of the active F-PLN, but is corrected by the lateral revision in progress.
The aircraft continues to follow the active F-PLN until the temporary revision is inserted.
The revision appears in yellow characters on both MCDUs and NDs.
– Lateral and vertical revisions cannot be made to a temporary F-PLN.
– Only one temporary F-PLN may be accessed at a time.
– The “DIRECT TO” function, when used, erases a temporary F-PLN.
– When a DIR TO is in process, a temporary revision cannot be displayed on the other MCDU.
– A TMPY F-PLN changes the title of the flight plan pages. (TMPY appears in all titles).
– No predictions are computed for a temporary flight plan (Dashes are displayed).
Temporary data are displayed in yellow (ND and MCDU). Once inserted they become active and are
displayed in green.
VI6 ALL
Contents
Contents
INSERTING AN AIRWAY WITH “VIA”

The pilot can insert into the active flight plan, up to 5 successive airway segments going from a revised
waypoint or ending at a given waypoint of the flight plan.
– SELECT the revised waypoint (here CDN).

– PRESS [ 5R ] to select the airways function.
THE PILOT WISHES TO INSERT SUCCESSIVE AIRWAY SEGMENT FROM A WAYPOINT
e.g. from CDN - Airways UB19 – Airways UB25 – Ending point AAA.
– WRITE the first airway in the scratchpad (here UB19).

– PRESS [ 1L ] to insert into the VIA field.
– WRITE the second airway in the scratchpad (here UB25)
VI6 ALL
Contents
Contents
The system determines automatically the first downpath intersection point between the 2 airways.
– If the airways have a common waypoint, the system selects it as the ending point of the first VIA.
– If they have no common waypoint but have a single intersection, the system creates this
intersection as an FM computed point and displays X followed by the airway ident (here XUB25).
– If they have no common waypoint neither intersection, the system displays NO INTERSECTION
FOUND in the scratchpad.
Once the pilot has entered the required airways (up to 5), he must enter the ending point of the last
selected airways :
– WRITE the ending waypoint in the scratchpad (here AAA).

– PRESS [ 2R ] to insert the ending waypoint into the TO field.
Note : If two waypoints with the same ident belong to the same airway, the DUPLICATE NAMES
page will not be called and the system selects the first one in the database.
VI6 ALL
Contents
Contents
THE PILOT WISHES TO INSERT ONE AIRWAY SEGMENT TO AN ENDING WAYPOINT
– WRITE the airway ident in the scratchpad (here UB19).

– WRITE the ending waypoint in the scratchpad (here PON).
– PRESS [ 1R ] to insert into the TO field.
Note : – If the revise waypoint or the ending waypoint does not belong to the entered airway, the
system displays AWY/WPT MISMATCH in the scratchpad.
– If two waypoints with the same ident belong to the same airway, the DUPLICATE NAMES
page will not be called and the system selects the first one in the database.
FLIGHT PLAN INSERTION
The flight crew inserts the flight plan either directly from the AIRWAYS page or from the TMPY F-PLN
page. In both cases :
– PRESS [ 6R ] to insert the temporary flight plan. Clear the flight plan discontinuity as necessary.
VI6 ALL
Contents
Contents
INSERTING A WAYPOINT
The pilot can insert waypoints by two methods :
– directly into the flight plan. All modifications go directly into the active flight plan. No temporary flight
plan is created.
– by means of a lateral-revision at “NEXT WAYPOINT”, a process that creates a temporary flight plan.
The second method allows to check the temporary flight plan before inserting it.
WAYPOINT IDENTIFICATION
The pilot can identify a waypoint by :
– Its identifier (if it is in the navigation data base)
– A Latitude/Longitude (LL)
– A Place/Bearing/Distance (PBD). The waypoint is defined by its bearing and distance from a place.
– A Place-Bearing/Place-Bearing (PBX). The waypoint is defined by the interception of 2 radials from 2
places.
– A Place/Distance (PD). The waypoint is defined by a distance from a place, along the F-PLN.
Note : If a slash or a dash is not entered properly, the Multifunction Control and Display Unit displays a
“FORMAT ERROR” message.
When the Flight Management Guidance System receives a waypoint not in the data base, it identifies it
as LLxx or PBD xx or PBX xx or PD xx (xx is a two-digit number between 01 and 20) and stores it in the
stored waypoints file of the database.
Note : When NAV mode is engaged, the crew cannot modify the “TO” waypoint (active leg) using the
waypoint insertion function. If the crew wants to modify it, the DIR TO function will be used.
VI6 ALL
Contents
Contents
WAYPOINT INSERTED DIRECTLY IN THE FLIGHT PLAN
– WRITE the waypoint identifier or LAT/LONG, Place/Bearing/Distance or Place-Bearing/Place-

Bearing into the scratchpad. (Example : Place : LMG, Bearing: 330°, Distance : 135 NM)
– PRESS the appropriate key to enter the waypoint into the flight plan. The rule is that the new
waypoint appears next to the pressed key, and the previous waypoint moves down the flight plan
path.
This operation creates a discontinuity between the new waypoint and the previous one.
The new flight plan will have to be cleared of the discontinuity and some waypoints erased.
VI6 ALL
Contents
Contents
ALONG TRACK WAYPOINT INSERTION

The pilot can enter in the F-PLN page or in the STEP ALTS page an along track waypoint defined as a
place/distance waypoint.
– WRITE the waypoint identifier and distance from this place.

According to the sign of the distance, the crew may define an along track waypoint before or after
the revised place. (Example : AMB/-040).
– PRESS the appropriate key adjacent to the place identifier. The system positions the waypoint
automatically in the flight plan.
This operation does not create any discontinuity.
The system does not accept an along track waypoint entered at the FROM waypoint.
VI6 ALL
Contents
Contents
WAYPOINT INSERTED THROUGH THE USE OF “NEXT WAYPOINT”
– SELECT the lateral revision (LAT REV) function at an appropriate waypoint.

– WRITE the waypoint identifier, or LAT/LONG, or Place/Bearing/Distance, or Place-Bearing / Place-
Bearing into the scratchpad.
– ENTER it in the brackets under NEXT WPT (next waypoint).
– INSERT the temporary flight plan by depressing the [ 6R ] key
– CLEAR the F-PLN discontinuity as appropriate.
VI6 ALL
Contents
MULTI PHASE RELATED PROCEDURES 4.04.10 P 10
Contents
LATITUDE/LONGITUDE CROSSING WAYPOINT INSERTION

This function allows the insertion of one or several points along the flight-plan beyond the revised
waypoint at fixed latitude or longitude intervals (INCR) from a specified latitude or longitude.
These waypoints are not considered as part of the pilot defined elements, the system deletes them when
sequenced.
– WRITE the latitude (NXX, XXN, SXX or XXS), the required increment in degrees between the
successive waypoints and the number of required waypoints.
(Example : The pilot wants to get 3 points, every degree from latitude N46 : he enters N46/1/3).
– PRESS [ 2R ] to insert into the LL XING/INCR/NO field.
– PRESS [ 6R ] to insert the new waypoints in the flight plan without discontinuity.
The system does not store these waypoints in the database.
VI6 ALL
Contents
Contents
FIX INFO
When using FIX INFO function, the pilot defines waypoint intersections of the flight plan with radials
associated to a fix.
When the pilot inserts the intersection point, the system identifies automatically this point, but does not
store it in the navigation database.
FIX INFO function offers 2 possible waypoint insertions : radial intercept waypoint and abeam intercept
waypoint.
INSERTING OF A RADIAL INTERCEPT WAYPOINT
The pilot accesses the radial intercept function from the lateral revision page at origin or at the “from”
waypoint.
– WRITE the reference fix identifier into the scratchpad. It may be any database or pilot defined fix
(here POI).
– PRESS key [ 1L ].
– WRITE the radial into the scratchpad (here 120°).
VI6 ALL
Contents
Contents
– PRESS key [ 2L ] for the first radial.

If the radial line intersects the active flight plan, the system computes the time, distance to go and
the altitude at the intersection point.
Up to 3 radials may be entered.
– SELECT the required radial to insert the associated waypoint into the flight plan :
The system assigns automatically its ident as the 3 first characters of the reference fix ident,
followed by the radial. (Example : ABC 140).
INSERTING AN ABEAM INTERCEPT WAYPOINT

The pilot accesses this function from the lateral revision page at origin or at the FROM waypoint.
– WRITE the reference fix identifier into the scratchpad (here POI).
– PRESS key [ 1L ].
– SELECT the ABEAM prompt : the system computes the radial, time, distance to go, altitude and
predictions related to the waypoint abeam the reference fix.
VI6 ALL
Contents
Contents
– SELECT key [5L ] to insert the abeam intercept waypoint into the flight plan : the system assigns
automatically its identifier as AB, followed by the 5 first characters of the reference fix identifier
(Example ABXYZ)
VI6 ALL
Contents
Contents
INSERTING A NEW DESTINATION

The pilot may define a new destination and insert it through the lateral revision page. The pilot may then
call up the new destination from any waypoint along the flight plan except the FROM waypoint, the
destination, and the missed-approach waypoint. When the new destination has been inserted, a flight
plan discontinuity appears between the revision waypoint and the new destination. All waypoints beyond
the revision waypoint (including the previous destination and associated missed approach) are deleted.
– SELECT the lateral revision function at an appropriate waypoint.

– WRITE the new destination in the scratchpad.
– Enter it in the brackets under NEW DEST
– INSERT the temporary flight plan ([ 6R ] key), and complete the flight plan to the new destination.
VI6 ALL
Contents
Contents
HOLDING PATTERN
Holding pattern description, associated guidance and flight crew procedures are put together in this
chapter.
The flight management and guidance computer (FMGC) has three types of holding pattern that the pilot
can use in a flight plan.
HOLD TO FIX (HF)
The holding pattern is always part of an arrival or departure procedure. The aircraft flies it once and then
exits the holding pattern automatically at the fix. The predicted speed in the holding pattern is the lowest
of ICAO speed limit, max endurance speed, or any speed constraint.
Guidance to the fix in the holding pattern is similar to that on any leg of a flight plan. The HF patterns are
part of the navigation database and cannot be created by the crew.
VI6 ALL
Contents
Contents
HOLD to ALTITUDE (HA)

This type of holding pattern is also part of an arrival or departure procedure.
The aircraft flies the hold until it reaches the specified altitude. Then it exits the hold automatically at the
fix.
The predicted speed for the holding pattern is the lowest of the ICAO speed limits, the max endurance
speed or any speed constraint.
The size of the holding pattern is a function of the predicted speed.
Guidance in a hold to altitude (HA) is similar to that for any leg of a flight plan.
The HAs are in the navigation database as part of arrival or departure procedures and cannot be created
by the crew.
VI6 ALL
Contents
Contents
HOLD WITH MANUAL TERMINATION (HM)

This type of holding pattern may be part of an arrival procedure, or the pilot may enter it at present
position or at any flight plan waypoint.
The pilot will use this type of holding pattern to comply with a defined procedure or a clearance limit or
to meet an operational need (such as losing altitude, holding for weather improvement, or absorbing an
ATC delay).
This type of holding pattern is exited under pilot decision and not automatically.
There are 3 types of HM, all are modifiable.
DATABASE HOLD
If the holding pattern is part of the database, it is named DATABASE HOLD and all its associated data
(inbound course, turn direction, time/distance) are defined in the data base. Flight crew can modify this
data.
COMPUTED HOLD AT ...
If the holding pattern is not in the database, the FMGC designs a holding pattern and proposes it to the
pilot. The associated data consists of default values that the pilot can modify.
VI6 ALL
Contents
Contents
HOLD AT ...
If the pilot inserts into the active flight plan a holding pattern that is manually corrected from a hold
defined by the FMGS, the screen displays a “HOLD AT ...” page. The field 2R displays REVERT TO
DATABASE or REVERT TO COMPUTED to restore the database data if necessary.
PREDICTIONS AND GUIDANCE ASSOCIATED WITH AN HM HOLDING PATTERN (HOLD WITH

MANUAL TERMINATION)
Before deceleration
Although the hold is inserted into the flight plan, the FMGS does not take it into account for predictions
until the aircraft enters the hold.
However, if the hold is not deleted by the crew, the FMGS schedules a deceleration point and displays
it on the ND.
VI6 ALL
Contents
Contents
The FMGS predicts the estimated time and amount of fuel remaining at which the aircraft must exit
holding so as to comply with fuel policy specified on the fuel prediction page.
When the aircraft enters the holding pattern, the FMGS revises all predictions and assumes the aircraft
to fly one turn of the holding pattern.
All predictions are revised for one more holding circuit at holding fix overfly.
Upon reaching the speed change pseudo waypoint
The FMGS either causes the aircraft to decelerate to the hold speed (if managed speed is active and
NAV mode engaged), or displays “SET HOLD SPD” (set hold speed) on the MCDU and primary flight
display if the crew had selected a speed target.
The hold speed is the lowest of :
– maximum endurance speed
– ICAO limit holding speed
– speed constraint (if any).
The flight plan predictions for time and fuel do not yet consider that the hold will be flown, however,
the navigation display shows the hold entry and holding pattern trajectory.
VI6 ALL
Contents
Contents
Deceleration receives priority, so that when the aircraft is in descent with the descent mode engaged, it
will deviate above the descent path to decelerate. (VDEV becomes positive on the progress page).
The flight plan page displays an immediate exit prompt.
If the pilot presses the key next to “IMM EXIT” before arriving at the holding fix, the aircraft will not enter
the holding pattern, but will resume its phase-related managed-speed profile.
After reaching the hold entry fix

The aircraft enters the hold. The system assumes that the aircraft will fly one turn of the holding pattern
and revises the predictions accordingly.
When the holding pattern was defined by a leg time (and not a leg distance), the system revises the
size of the hold as a function of the target speed.
– If managed speed is active, the system uses the predicted holding speed to calculate the size of
the holding pattern.
– If the selected speed is active, the system uses the target speed the pilot selects at the entry fix
sequencing to calculate the size of the holding pattern.
VI6 ALL
Contents
Contents
– The VDEV displayed on the primary flight display and the PROG page while the aircraft is flying in the
HM (hold pattern with manual termination) is the difference between its current altitude and the
altitude at which it should be when it reaches the hold exit fix in order to be positioned properly on the
descent path.
With IMM EXIT pressed (aircraft in the holding pattern)

The predictions and guidance assume that the aircraft is returning immediately to the hold fix.
Sequencing the hold fix, the aircraft exits the holding pattern and resumes its navigation.
The flight plan page displays “RESUME HOLD*” instead of “IMM EXIT*”.
HOLD EXIT PROCEDURE

– Position (1) If “IMM EXIT” pressed, aircraft will exit at next fix overfly.
– Position (2) If “IMM EXIT” pressed, aircraft will make an immediate turn to the fix where hold will be
exited.
If managed speed is active, the computer sets the target speed to the applicable speed of the current
phase (for example, speed constraint, ECON speed, or speed limit).
The computer then bases its predictions on the assumption that the flight will continue on the descent
path if the aircraft is in a descent.
VI6 ALL
Contents
Contents
If DES mode is engaged, the following applies :

– The holding pattern is never included in the descent path computation.
– The pilot cannot enter altitude and speed constraints at the hold exit fix. (This is only allowed at the
hold entry fix).
– The vertical guidance in the HM during the descent phase calls for a constant − 1 000 feet per
minute, but the computer considers altitude constraints that will take effect farther down the flight
path as it calculates vertical guidance and predictions. The system will not allow the aircraft to
descent below the next altitude constraint. If the aircraft reaches the next altitude constraint, it will
level off and the altitude constraint mode will engage.
With RESUME HOLD pressed
If the pilot presses the key next to “RESUME HOLD”, the aircraft remains in the holding pattern, and
the display again shows “IMM EXIT”.
After that, each time the aircraft flies over the holding fix, the system updates the predictions for one
more holding circuit.
VI6 ALL
Contents
Contents
HOLDING PATTERN ENTRIES

The FMGS offers three types of entry into holding patterns :
1. Direct entry
2. Teardrop entry
3. Parallel entry
1. The direct entry
VI6 ALL
Contents
Contents
2. The teardrop entry
3. The parallel entry
Note : If the leg the aircraft is flying toward the holding fix is on a “limit” between a teardrop entry and a
parallel entry, the FMGC may compute and display either of the two entries. The pilot should
keep this in mind and not assume that the FMGC is malfunctioning.
If the flight plan leg toward the hold entry fix is on a course that is the reciprocal of the inbound
course of the holding pattern, the aircraft will fly a parallel entry.
VI6 ALL
Contents
Contents
PROCEDURE TO INSERT A HOLD (HOLD WITH MANUAL TERMINATION)

The HOLD prompt allows the pilot to enter a holding pattern with manual termination (HM) at the revised
waypoint or at present position.
The pilot accesses the HOLD page from a lateral revision at the present position (PPOS) or at a
waypoint. The MCDU displays HOLD-associated data : inbound course (INB CRS), TURN direction,
TIME/DISTANCE and LAST EXIT time, and fuel to reach the alternate with the required fuel reserve.
– SELECT lateral revision at present position (PPOS) or an applicable waypoint.

– PRESS HOLD prompt, [3L] key
– CHECK and (if necessary) MODIFY the HOLD data
– CHECK the temporary flight plan and INSERT it, if appropriate.
PROCEDURE TO DELETE A HOLD (HOLD WITH MANUAL TERMINATION)

– CLEAR the HOLD directly in the flight plan as it can be done for a normal waypoint.
VI6 ALL
Contents
Contents
OFFSET
Offset allows the pilot to define a lateral offset to the left or right of the active flight plan. Once inserted,
the offset applies from present position (PPOS) all along the flight plan to the first waypoint (WPT) at
which a holding pattern is defined, or to the last waypoint before the runway.
In most cases, the pilot will use it en route because of an ATC clearance or to avoid bad weather
expected along the flight-plan route.
Accessed from lateral revision (LAT REV) at the present position page, an offset may be defined
between 1 and 50 nautical miles in one-nautical-mile steps.
After inserting the offset in the flight plan, the flight plan page shows OFST in its title, and the navigation
display shows the offset flight plan in a solid green line and the original flight plan in a dashed green line.
The offset is cleared :
– Automatically (holding pattern, approach)
– Manually with the clear (CLR) key.
Note : If the pilot enters an OFFSET when the aircraft is too close to the TO waypoint, the FMGS may
refuse to accept it, in which case the MCDU displays the message “ENTRY OUT OF RANGE”.
INSERTING AN OFFSET
– SELECT LAT REV at present position (PPOS)
– WRITE the required offset value and direction (for example, L5 or 5L).
– PRESS [2L] to enter the offset into the OFFSET field.
– PRESS [6R] to activate the OFFSET.
VI6 ALL
Contents
Contents
MANUAL CANCELLATION OF OFFSET

There are two normal methods for cancelling an offset :
1. SELECT DIR TO a waypoint (the next waypoint, for example)
2. SELECT a Lateral Revision (LAT REV) at FROM WPT
– CLEAR the OFFSET field.
– PRESS [6R] to activate the temporary flight plan (cancelling OFFSET).
VI6 ALL
Contents
Contents
ALTERNATE FUNCTION
The ALTERNATE FUNCTION performs two actions :
– It reviews and defines alternate airports and inserts them into the flight plan.
– It allows a diversion to be activated through the ENABLE ALTN command.
REVIEW AND SELECTION OF ALTERNATE AIRPORT

Several alternate airfields may be stored in the database and assigned to a destination. When the pilot
selects a company route (CO RTE) (or a city pair), the computer strings the preferred alternate into the
active flight plan.
The pilot may review the alternate airports on the ALTN page, and if the one selected is not suitable
because of weather or fuel considerations, another alternate may be strung into the active flight plan.
The pilot may define an additional alternate airport into the list, if necessary.
The ALTERNATE page shows the track and distance (airway or direct) between destination and
alternate, as well as fuel management data (EXTRA fuel, assuming the associated airfield is the
alternate airport). This data will help the pilot to change the preferred alternate, if necessary.
Access the ALTERNATE page through the ALTN prompt on LAT REV page at destination. The alternate
airfields are attached to the destination.
ENTERING NEW ALTERNATE INTO THE F-PLN
If the preferred alternate is not suitable, proceed as follows :
– SELECT F-PLN key on MCDU
– SELECT LAT REV at destination.
– SELECT ALTN [5L] key.
– SELECT an AIRFIELD IDENTIFIER
– INSERT the temporary flight plan
Note : If weather and destination airfield conditions allow it, you may select “NO ALTN”,
fuel predictions will be computed without alternate fuel.
VI6 ALL
Contents
Contents
SELECTION OF OTHER ALTERNATE

Fuel management information for flight to another alternate airfield may be obtained by selecting the
OTHER ALTN field.
– SELECT LAT REV from DESTINATION
– SELECT ALTN [5L] key.
– ENTER the airfield identifier into the brackets.
• If the airfield is not in the database, the NEW RUNWAY page appears automatically.
• If the airfield is in the database and there is a company route (CO RTE) to it, the ROUTE
SELECTION page appears automatically.
– SELECT the route as appropriate or RETURN to the ALTN page.
– ENTER the distance into the brackets (if required). XTRA fuel and track (TRK) will appear.
– SELECT the other alternate (OTHER ALTN) as a primary alternate if it is convenient. (EXTRA fuel
and DIST revert to AIRWAY distance).
– INSERT it if you want to have it as a primary alternate.
VI6 ALL
Contents
Contents
Note : – The pilot can always overwrite the “OTHER ALTN”. The new “OTHER ALTN” then replaces
the previous one, which is lost.
– The pilot can select OTHER ALTN as a primary alternate (active flight plan) to replace any
alternate on the initial list.
– If the pilot selects the other alternate as a primary alternate and overwrite the OTHER ALTN
field by entering a new airport, the first one will remain a primary alternate and the system
will memorize a second OTHER ALTN.
The pilot may enter a distance in OTHER ALTN field. The system will compute the extra fuel and the
track for this distance.
VI6 ALL
Contents
Contents
PREDICTED DATA FOR ALTERNATE

Data predictions are based on :
* Aircraft weight being equal to landing weight at primary destination
* Flight at flight level 220 if the airway distance is less than 200 NM, otherwise at flight level 310
* Cost index 0
* Constant wind (as entered in alternate field of the DES WIND page).
* Constant delta ISA (equal to delta ISA at primary destination)
* Airway distance for a company route, otherwise direct distance manually entered by the pilot in
OTHER ALTN field (used only for preliminary predictions).
ENABLE ALTN
This allows the pilot to initiate a diversion by entering the alternate flight plan just after the revision
waypoint (with a discontinuity).
The pilot may have to adjust the resulting flight plan (use “direct to”, or add or suppress waypoints),
depending upon the circumstances.
VI6 ALL
Contents
Contents
TO ACTIVATE THE PRIMARY ALTN :

– SELECT a LAT REV at the “TO” waypoint (or at another suitable waypoint)
– PRESS the ENABLE ALTN key
– INSERT the temporary flight plan
– ENTER an appropriate waypoint in DIRECT TO and adjust the flight plan.
– ADJUST the cost index on the PERF page and the defaulted cruise flight level (CRZ FL) on the
PROG page, as required.
When ENABLE ALT is pressed at ABE, a flight plan discontinuity is created from ABE down to
destination and the alternate route is linked to the active flight plan.
VI6 ALL
Contents
Contents
DIR KEY (DIRECT-TO-FUNCTION)

The pilot uses the “Direct To” function to define a direct leg from the present position to any waypoint on
the active flight plan or to any waypoint.
The designated waypoint may be entered by its identifier (if it is stored in the database) or by a latitude/
longitude, place/bearing/distance, or a place-bearing/place-bearing.
Note : If the autopilot or flight director is in the heading/track or localizer mode, the “DIR TO” function
engages NAV mode.
Three functions are available through the DIR TO key :
– the DIR TO defines a direct leg from present position to a specified waypoint.
NAV mode engages simultaneously to the DIR TO selection.
When the pilot uses DIR TO, the present position (PPOS) becomes the “FROM” waypoint and the
active flight plan shows it as T-P (turn point).
– the DIR TO/ABEAM function, defines the abeam waypoints along the direct leg. These waypoints are
the projection on the direct leg of the initial F-PLN waypoints located between the aircraft position and
the specified waypoint.
NAV mode engages simultaneously to the DIR TO/ABEAM selection.
– the DIR TO/INTCPT function allows to define a specified RADIAL INBOUND or OUTBOUND an
inserted waypoint. The current aircraft track is used to compute the INTCPT point with the specified
radial.
NAV mode is armed simultaneously to the DIR TO/INTCPT selection.
The ND displays the DIR TO leg as a temporary flight plan leg between current aircraft position and
specified waypoint. In case of a DIR TO/INTCPT the leg is not displayed when the angle between the
current aircraft track and the intercept radial exceeds 160°.
VI6 ALL
Contents
Contents
PROCEDURE FOR DIR TO WAYPOINT

Case 1. The “TO” waypoint is in the flight plan
Example : DIR TO FRZ
– PRESS the DIR key on the MCDU.
– PRESS the line select key next to “FRZ”
VI6 ALL
Contents
Contents
Case 2. The “TO” waypoint does not belong to the flight plan
Example : Direct to ABC (ABC being an ident, LL or PBD or PB/PB)
– PRESS the DIR key.
– WRITE the waypoint identifier (e.g. ABC) into the scratchpad.
– PRESS [1 L] to enter “ABC” in the “DIR TO” field.
Clear the discontinuity and the waypoints that are not included in the new flight plan.
VI6 ALL
Contents
Contents
PARTICULAR CASES FOR USE OF DIR TO

– If the pilot is flying a manual leg (part of a SID or STAR), the flight plan page displays “F-PLN
DISCONTINUITY”, preceded by “MANUAL” (see below).
These legs are specific heading or track legs flown with no defined end waypoint.
– When the pilot encounters a flight plan discontinuity, or if a major reset occurs, the flight plan page
displays “PPOS - F-PLAN DISCONTINUITY”, and the pilot looses managed guidance in both the
lateral and vertical plans.
The autopilot or flight director reverts to the basic HDG V/S (or TRK FPA) modes. Predictions remain
available and are based on the assumption that the aircraft will fly a direct leg from its present position
to the next waypoint.
– In both of these cases, the only way to return to a standard flight plan is to perform a “DIR TO” a
designated waypoint.
VI6 ALL
Contents
Contents
PROCEDURE FOR DIR TO/ABEAM

Example : DIR TO/ABEAM BEROK
– PRESS the DIR key on the MCDU.
– WRITE the waypoint identifier into the scratchpad (Example : BEROK).
– PRESS [1 L] to enter the waypoint in the DIR TO field.
– SELECT the ABEAM PTS function
The display reverts to F-PLN A page.
Note : 1. If between two waypoints projected on the direct leg there was a discontinuity in the original
flight plan, this discontinuity disappears between the corresponding abeam points on the
direct leg.
2. If the pilot enters a latitude/longitude type reference waypoint, the system renames the
abeam point with its recomputed coordinates (only in degrees).
VI6 ALL
Contents
Contents
PROCEDURE FOR DIR TO/INTERCEPT

– PRESS the DIR key.
– WRITE the waypoint identifier into the scratchpad.
– PRESS [1L] to enter the waypoint in the DIR TO field.
The MCDU displays in [1R] and [2R] field the functions radial inbound and radial outbound from the
waypoint.
If the waypoint belongs to the flight plan, the system displays the track of the flight plan as defaulted
radial inbound. The crew can modify it.
– WRITE the required radial in or out into the scratchpad.
– PRESS [1R] or [2R] key to enter the radial in the required field.
The ND displays the entered radial in amber dotted line : the pilot can still modify it.
– PRESS [1R] or [2R] key to confirm the DIR TO/INTERCEPT selection.
The display reverts to F-PLN A page, and the system arms NAV mode, and engages HDG mode.
The FROM waypoint is the aircraft position at the time of the DIR TO/INTERCEPT selection. The
MCDU indicates it as INBND or OUTBND.
Note : 1. If the waypoint does not belong to the flight plan, the system strings the DIR TO/
INTERCEPT leg to this waypoint, and inserts a discontinuity following the waypoint.
2. A DIR TO/INTERCEPT cancels any active offset.
3. If the current AP/FD lateral mode is HDG or TRK, NAV becomes armed.
If NAV mode was engaged, NAV becomes armed. FCU HDG or TRK must be used to
guide the aircraft.
The ND displays an intercept point, if the intercept angle is less than 120°. The system
constantly updates it to reflect the current aircraft track and position with respect to the
intercept radial. The NAV mode engages when reaching the intercept point.
VI6 ALL
Contents
Contents
Example : RADIAL INBND

DIR TO AMB - RADIAL 200° INBOUND
VI6 ALL
Contents
Contents
Example : RADIAL OUTBND

DIR TO AMB - RADIAL 200° OUTBOUND
VI6 ALL
Contents
Contents
OVFY (OVERFLY) KEY

The overfly key programs the Flight Management Guidance Computer to fly over a specific waypoint
or navaid. To use it :
– PRESS the “OVFY” key.
r
A “ ” appears in the scratchpad.
– INSERT it by pressing the key adjacent to the waypoint to be overflown. [3L] in this example.
The pilot cannot cancel the overfly program. If you do not want to fly over the point you have entered,
use DIR TO (direct to) the next waypoint or engage the heading mode, whichever is more suitable.
The overfly function allows you to fly over a specific waypoint, and then returns the aircraft to the great
circle track.
VI6 ALL
Contents
Contents
UPDATE AT
The pilot uses “UPDATE AT” on the PROG page to manually change the position the FMGS has
computed (FM position and bias).
Use this facility with extreme caution : it is apt to be inaccurate because the system relies on the pilot's
estimating when a designated position has been reached.
– WRITE the identifier for the navaid (or waypoint, or airport) or the coordinates or the PBD or PB/PB
at which an update is intended.
– PRESS [5L] to enter the identifier in the “UPDATE AT” field. The coordinates of the point, along with
its identifier (or “ENTRY” if the identifier is not in the database), appear in that field.
– PRESS [5R] to activate the update when you estimate that you are at the position.
Note : The system reinitializes the Estimated Position Error computation when a position update
is performed. This may lead to the appearance of a “NAV ACCUR DOWNGRAD” or “NAV
ACCUR UPGRAD” message.
VI6 ALL
Contents
Contents
If the “UPDATE AT” does not take effect properly, it corrupts the FM position.
– In an area with good radio navaid coverage :
• If the update error is small, subsequent radio position updating will correct the FM position.
• If the update error is large, the system will reject any radio updating because its internal
“reasonableness test” will reject the various navaids. Thus the FM position will only be the MIX
IRS position corrected by the position bias determined at the time of the update, and the error
will be maintained.
– In an area without proper navaid coverage, radio position updating will not be available and the FM
position, if incorrect, will remain incorrect until a new manual update is performed.
– Therefore, the pilot should use “UPDATE AT” only in case of a major position problem such as :
• on the ground, no flight plan appears on the navigation display and ARC/ROSE NAV mode is
selected .
• A “CHECK A/C POSITION” message appears and the position monitor page indicates an
obvious position mismatch.
• A “CHECK IRS/FM POSITION” message appears on the MCDU.
• A “FM/IR POSITION DISAGREE” message appears on the ECAM.
When the GPS PRIMARY is operative, the FM position will always converge towards the GPS
position at a rate depending on the aircraft altitude. Therefore when GPS PRIMARY is operative, an
“update at” that is innacurate will have a temporary effect on the FM position.
VI6 ALL
Contents

General: Multi Phase Related Procedures

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

General: Multi Phase Related Procedures

Uploaded by

Copyright:

Available Formats

MULTI PHASE RELATED PROCEDURES 4.04.

TEMPORARY F-PLN (TMPY)

INSERTING AN AIRWAY WITH “VIA”

– SELECT the revised waypoint (here CDN).

– WRITE the first airway in the scratchpad (here UB19).

– WRITE the ending waypoint in the scratchpad (here AAA).

THE PILOT WISHES TO INSERT ONE AIRWAY SEGMENT TO AN ENDING WAYPOINT

– WRITE the airway ident in the scratchpad (here UB19).

WAYPOINT INSERTED DIRECTLY IN THE FLIGHT PLAN

– WRITE the waypoint identifier or LAT/LONG, Place/Bearing/Distance or Place-Bearing/Place-

ALONG TRACK WAYPOINT INSERTION

– WRITE the waypoint identifier and distance from this place.

WAYPOINT INSERTED THROUGH THE USE OF “NEXT WAYPOINT”

– SELECT the lateral revision (LAT REV) function at an appropriate waypoint.

LATITUDE/LONGITUDE CROSSING WAYPOINT INSERTION

– PRESS key [ 2L ] for the first radial.

INSERTING AN ABEAM INTERCEPT WAYPOINT

INSERTING A NEW DESTINATION

– SELECT the lateral revision function at an appropriate waypoint.

HOLD to ALTITUDE (HA)

HOLD WITH MANUAL TERMINATION (HM)

PREDICTIONS AND GUIDANCE ASSOCIATED WITH AN HM HOLDING PATTERN (HOLD WITH

After reaching the hold entry fix

With IMM EXIT pressed (aircraft in the holding pattern)

HOLD EXIT PROCEDURE

If DES mode is engaged, the following applies :

HOLDING PATTERN ENTRIES

1. The direct entry

2. The teardrop entry

3. The parallel entry

PROCEDURE TO INSERT A HOLD (HOLD WITH MANUAL TERMINATION)

– SELECT lateral revision at present position (PPOS) or an applicable waypoint.

PROCEDURE TO DELETE A HOLD (HOLD WITH MANUAL TERMINATION)

MANUAL CANCELLATION OF OFFSET

REVIEW AND SELECTION OF ALTERNATE AIRPORT

SELECTION OF OTHER ALTERNATE

PREDICTED DATA FOR ALTERNATE

TO ACTIVATE THE PRIMARY ALTN :

DIR KEY (DIRECT-TO-FUNCTION)

PROCEDURE FOR DIR TO WAYPOINT

PARTICULAR CASES FOR USE OF DIR TO

PROCEDURE FOR DIR TO/ABEAM

PROCEDURE FOR DIR TO/INTERCEPT

Example : RADIAL INBND

Example : RADIAL OUTBND

OVFY (OVERFLY) KEY

You might also like